System and method for providing driving assistance to safely overtake a vehicle

ABSTRACT

Various aspects of a system and method to provide driving assistance to safely overtake a vehicle are disclosed herein. In accordance with an embodiment, an electronic control unit used in a first vehicle is configured to detect a second vehicle in front of the first vehicle. A first position associated with the first vehicle and a second position associated with the detected second vehicle is determined for a first time instance. It may be determined whether a lateral distance between the determined first position and the determined second position is below a pre-defined threshold distance. A first alert is generated when the determined lateral distance is below the pre-defined threshold distance.

CROSS-REFERENCES TO RELATED APPLICATIONS

The present application is a continuation application of U.S. patentapplication Ser. No. 16/101,023, filed Aug. 10, 2018, which is acontinuation application of U.S. patent application Ser. No. 14/856,737,filed Sep. 17, 2015, now U.S. Pat. No. 10,071,748, the entire contentsof which are hereby incorporated by reference.

FIELD

Various embodiments of the disclosure relate to providing of drivingassistance. More specifically, various embodiments of the disclosurerelate to providing driving assistance to safely overtake a vehicle.

BACKGROUND

Advancements in the field of automotive electronics have extended thefunctionality of various assistance systems and associated applications.Assistance systems, such as a driving assistance system, are rapidlyevolving with respect to their utility as a practical informationresource to assist in different traffic conditions.

In certain scenarios, it may be difficult for a driver of a motorvehicle to make an accurate judgment to maintain a safe distance fromother vehicles, such as a bicycle. For example, when the driver of themotor vehicle overtakes the bicycle, the driver should maintain aspecified, safe distance between the motor vehicle and the bicycle,and/or its rider. In some jurisdictions of the United States of America,failure to maintain the specified, safe distance is a traffic offencewith an imposition of a fine. Moreover, the bicycle rider may beintimidated when the motor vehicle overtakes the bicycle at a highspeed. Often, the driver has to make an approximate guess to maintainthe specified, safe distance. Further, traffic rules to maintain thesafe distance and/or a safe speed limit may vary even in different areasof a single country. At times, the driver's guess may not be accurate,which may result in an accident and/or a violation of the specified,safe distance requirement according to the jurisdiction. Thus, anenhanced and preemptive driving assistance may be required to ensure asafe overtake.

Further limitations and disadvantages of conventional and traditionalapproaches will become apparent to one of skill in the art, throughcomparison of described systems with some aspects of the presentdisclosure, as set forth in the remainder of the present application andwith reference to the drawings.

SUMMARY

A system and a method to provide driving assistance to safely overtake avehicle substantially as shown in, and/or described in connection with,at least one of the figures, as set forth more completely in the claims.

These and other features and advantages of the present disclosure may beappreciated from a review of the following detailed description of thepresent disclosure, along with the accompanying figures in which likereference numerals refer to like parts throughout.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a block diagram that illustrates a system configuration toprovide driving assistance to safely overtake a vehicle, in accordancewith an embodiment of the disclosure.

FIG. 2 is a block diagram that illustrates various exemplary componentsand systems of a vehicle, in accordance with an embodiment of thedisclosure.

FIGS. 3A, 3B, 3C, 3D, 3E, 3F, 3G, 3H and 3I illustrate a first exemplaryscenario for implementation of the disclosed system and method toprovide driving assistance to safely overtake a vehicle, in accordancewith an embodiment of the disclosure.

FIGS. 4A, 4B, and 4C illustrate a second exemplary scenario forimplementation of the disclosed system and method to provide drivingassistance to safely overtake a vehicle, in accordance with anembodiment of the disclosure.

FIGS. 5A and 5B collectively depict a first flow chart that illustratesan exemplary method to provide driving assistance to safely overtake avehicle, in accordance with an embodiment of the disclosure.

FIGS. 6A and 6B collectively depict a second flow chart that illustratesanother exemplary method to provide driving assistance to safelyovertake a vehicle, in accordance with an embodiment of the disclosure.

DETAILED DESCRIPTION

The following described implementations may be found in the disclosedsystem and method to provide driving assistance to safely overtake avehicle. Exemplary aspects of the disclosure may comprise a method thatmay detect a second vehicle in front of a first vehicle. A firstposition associated with the first vehicle and a second positionassociated with the detected second vehicle may be determined. Suchdetermination may occur at a first time instance. It may be determinedwhether a lateral distance between the determined first position and thedetermined second position is below a first pre-defined thresholddistance. A first alert may be generated when the determined lateraldistance is below the first pre-defined threshold distance.

In accordance with an embodiment, the first alert may be generated whenthe determined lateral distance is below the first pre-defined thresholddistance and above another pre-defined threshold distance. A crash alertmay be generated when the determined lateral distance is below anotherpre-defined threshold distance. The first vehicle may be a motorvehicle. The detected second vehicle may be a bicycle, a motorcycle, anelectric personal assistive mobility device (EPAMD), a person riding ahorse, a person driving an animal drawn vehicle, a pedestrian, a vehiclepropelled by human power, or other non-motorized vehicle. Animage-capturing unit, a radio wave-based object detection device, alaser-based object detection device, and/or a wireless communicationdevice, may be utilized for the detection of the second vehicle.

In accordance with an embodiment, the first time instance may correspondto a time instance when the first vehicle is predicted to pass thedetected second vehicle. It may be determined whether a relative speedbetween the first vehicle and the detected second vehicle at the firsttime instance is above a pre-defined threshold speed. In accordance withan embodiment, the first pre-defined threshold distance may bedynamically updated based on a geo-location of the first vehicle. Inaccordance with an embodiment, the first pre-defined threshold distancemay be dynamically updated based on the determined relative speed and/orthe geo-location of the first vehicle.

In accordance with an embodiment, the first alert may be generated whenthe determined relative speed is above the pre-defined threshold speed.The generated first alert may indicate that the first vehicle cannotsafely pass the detected second vehicle along the first predictive path.The first alert may be generated when the determined lateral distance isbelow the first pre-defined threshold distance or the determinedrelative speed is above the pre-defined threshold speed. The generatedfirst alert may indicate violation of a law, an ordinance, and/or aregulation. The generated first alert may comprise visual information,haptic information, and/or audio information. In accordance with anembodiment, display of the generated first alert in the first vehiclemay be controlled. The display may be controlled by use of a heads-updisplay (HUD), an augmented reality (AR)-HUD, a driver informationconsole (DIC), a see-through display, or a smart-glass display.

In accordance with an embodiment, the first position may be determinedalong a first predictive path associated with the first vehicle. Asecond position may be determined along a second predictive pathassociated with the detected second vehicle. First sensor data may bereceived to determine the first predictive path. The first sensor datamay correspond to the first vehicle. A second sensor data may bereceived for the determination of the second predictive path. The secondsensor data may correspond to the detected second vehicle. In accordancewith an embodiment, the second sensor data may be received from acommunication device associated with the second vehicle.

In accordance with an embodiment, the first sensor data may comprise asteering angle, a yaw rate, a geographical location, and/or speed of thefirst vehicle. The second sensor data may comprise a relativedisplacement, the relative speed, and/or a detected angle between thefirst vehicle and the detected second vehicle. The first sensor data maybe received from a sensing system used in the first vehicle. The secondsensor data may be received from a communication device associated withthe second vehicle or an object detection device of the sensing system.

In accordance with an embodiment, a second alert may be generated thatmay indicate that the first vehicle can safely pass the detected secondvehicle along the first predictive path. The second alert may begenerated when the determined lateral distance is above the firstpre-defined threshold distance and the determined relative speed isbelow the pre-defined threshold speed.

In accordance with an embodiment, a third vehicle may be detected in anadjacent lane. The adjacent lane may correspond to oncoming traffic,with respect to a direction of movement of the first vehicle. A thirdposition associated with the detected third vehicle may be determinedalong a third predictive path associated with the third vehicle in theadjacent lane. The third position may be determined at a second timeinstance when the first vehicle is predicted to overtake the secondvehicle and pass the third vehicle.

In accordance with an embodiment, it may be determined whether adistance between the determined third position and the determined firstposition is above a second pre-defined threshold distance. A third alertmay be generated that may indicate that the first vehicle can safelypass the detected second vehicle along the first predictive path, withina first time period. The third alert may be generated when thedetermined lateral distance is above the first pre-defined thresholddistance, the determined relative speed is below the pre-definedthreshold speed, and the determined distance is above the secondpre-defined threshold distance. The first time period is determinedbased on the determined distance, the determined lateral distance, thefirst pre-defined threshold distance, the second pre-defined thresholddistance, the pre-defined threshold speed, and/or the determinedrelative speed.

In accordance with an embodiment, a fourth alert may be generated thatindicates the first vehicle cannot safely pass the detected secondvehicle along the first predictive path within the first time period.The fourth alert may be generated when the determined lateral distanceis below the first pre-defined threshold distance, the determinedrelative speed is above the pre-defined threshold speed, or thedetermined distance is below the second pre-defined threshold distance.

In accordance with an embodiment, a request signal may be communicatedto a communication device associated with the second vehicle. Therequest signal may indicate an intention to overtake the second vehicle.An acknowledgement signal may be received from the communication deviceassociated with the second vehicle in response to the communicatedrequest signal. The request signal and the acknowledgement signal may becommunicated via a wireless communication channel or a dedicatedshort-range communication (DSRC) channel.

FIG. 1 is a block diagram that illustrates a system configuration toprovide driving assistance to safely overtake a vehicle, in accordancewith an embodiment of the disclosure. With reference to FIG. 1, there isshown an exemplary system configuration 100. The system configuration100 may include an image-capturing unit 102, an electronic control unit(ECU) 104, and one or more vehicles, such as a first vehicle 106 and asecond vehicle 108. There is further shown a driver 114 of the firstvehicle 106 and a first pre-defined threshold distance 116. Inaccordance with an embodiment, the system configuration 100 may furtherinclude a communication device 110 and a wireless communication network112.

The image-capturing unit 102 may be installed at the front side of thefirst vehicle 106. The image-capturing unit 102 may be operable tocapture a view, such as a plurality of images, in front of the firstvehicle 106, and provide the captured data to the ECU 104 that may beused to detect the second vehicle 108.

The ECU 104 may be provided in the first vehicle 106. The ECU 104 may beassociated with the driver 114 of the first vehicle 106. In accordancewith an embodiment, the ECU 104 may be communicatively coupled to thecommunication device 110, associated with the second vehicle 108, viathe wireless communication network 112.

The ECU 104 may comprise suitable logic, circuitry, interfaces, and/orcode that may be configured to detect one or more vehicles, such as thesecond vehicle 108, in front of the first vehicle 106. The ECU 104 maybe installed at the first vehicle 106. The ECU 104 may be configured togenerate one or more alerts to assist the driver 114 to safely overtakeone or more vehicles, such as the detected second vehicle 108. The ECU104 may be configured to access sensor data from one or more vehiclesensors of a sensing system, and/or other vehicle data associated withthe first vehicle 106. The sensor data may be accessed by the ECU 104,via an in-vehicle network, such as a vehicle area network (VAN) and/orin-vehicle data bus, such as a controller area network (CAN) bus. Inaccordance with an embodiment, the ECU 104 may be configured tocommunicate with external devices (such as the communication device110), other communication devices, and/or a cloud server (not shown),via the wireless communication network 112.

The first vehicle 106 may comprise the ECU 104, which may be configuredto detect oncoming traffic with respect to a direction of travel of thefirst vehicle 106. The first vehicle 106 may be a motorized vehicle.Examples of the first vehicle 106 may include, but are not limited to, acar, a hybrid vehicle, and/or a vehicle that uses one or more distinctrenewable or non-renewable power sources. Examples of the renewable ornon-renewable power sources may include fossil fuel, electricpropulsion, hydrogen fuel, solar-power, and/or other forms ofalternative energy.

The second vehicle 108 may be a non-motorized vehicle. The secondvehicle 108 may be different from the first vehicle 106. In accordancewith an embodiment, the communication device 110 may be associated withthe second vehicle 108. Examples of second vehicle 108 may include, butare not limited to, a pedal cycle, such as a bicycle, an electricpersonal assistive mobility device (EPAMD), such as a Segway-likescooter, or a vehicle propelled by human power, and/or othernon-motorized vehicle. Notwithstanding, the disclosure may not be solimited, and a pedestrian, a person riding a horse, a person driving ananimal-drawn vehicle, may also be considered in place of the secondvehicle 108, without deviating from the scope of the disclosure.

The communication device 110 may comprise suitable logic, circuitry,interfaces, and/or code that may be operable to communicate with thefirst vehicle 106. The communication device 110 may comprise one or moresensors, such as a geospatial position detection sensor, a movementdetection sensor, and/or a speed sensor of the communication device 110.The communication device 110 may be configured to communicate sensordata associated with the second vehicle 108, to the first vehicle 106.Examples of communication device 110 may include, but are not limitedto, a mobile device, a wearable device worn by a user of the secondvehicle 108, such as a smart watch or a smart-glass, and/or a wirelesscommunication device removably coupled to the second vehicle 108. Ininstances when the communication device 110 is coupled to the secondvehicle 108, other sensor data, such as vehicle type, rate of change ofspeed and/or orientation of wheels, may be further communicated to thefirst vehicle 106, via the wireless communication network 112.

The wireless communication network 112 may include a medium throughwhich the first vehicle 106 may communicate with the communicationdevice 110 and/or one or more other motor vehicles, such as a thirdvehicle (not shown). Examples of the wireless communication network 112may include, but are not limited to, a dedicated short-rangecommunication (DSRC) network, a mobile ad-hoc network (MANET), avehicular ad-hoc network (VANET), Intelligent vehicular ad-hoc network(InVANET), Internet based mobile ad-hoc networks (IMANET), a wirelesssensor network (WSN), a wireless mesh network (WMN), the Internet, acellular network, such as a long-term evolution (LTE) network, a cloudnetwork, a wireless fidelity (Wi-Fi) network, and/or a wireless localarea network (WLAN). Various devices in the system configuration 100 maybe operable to connect to the wireless communication network 112, inaccordance with various wireless communication protocols. Examples ofsuch wireless communication protocols may include, but are not limitedto, IEEE 802.11, 802.11p, 802.15, 802.16, 1609, Wi-MAX, wireless accessin vehicular environments (WAVE), cellular communication protocols,transmission control protocol and internet Protocol (TCP/IP), userdatagram protocol (UDP), hypertext transfer protocol (HTTP), long-termevolution (LTE), file transfer protocol (FTP), ZigBee, enhanced datarates for GSM evolution (EDGE), infrared (IR), and/or Bluetooth (BT)communication protocols.

In operation, the ECU 104 may be configured to detect the second vehicle108 in front of the first vehicle 106. The second vehicle 108 may bedetected by use of the image-capturing unit 102. The ECU 104 may beconfigured to receive first sensor data related to the first vehicle106. The received first sensor data may comprise at least a steeringangle, a yaw rate, and/or a speed value of the first vehicle 106.

In instances when the communication device 110 is provided or associatedwith the detected second vehicle 108, the ECU 104 may be configured tocommunicate a request signal to the communication device 110, via thewireless communication network 112. The request signal may becommunicated to indicate an intention to overtake the second vehicle108. The ECU 104 may be configured to receive an acknowledgement signalfrom the communication device 110 associated with the second vehicle108, in response to the communicated request signal. The request signaland the acknowledgement signal may be communicated via a wirelesscommunication channel, such as the wireless communication network 112.In such an instance, the ECU 104 may be configured to receive the secondsensor data from the communication device 110.

In instances when the communication device 110 is not provided, the ECU104 may be configured to receive the second sensor data by use of one ormore sensors, such as the image-capturing unit 102 and/or a radiowave-based object detection device. The one or more sensors may beinstalled at the first vehicle 106. The second sensor data may berelated to the detected second vehicle 108. The second sensor data maybe a relative displacement, a relative speed value, and/or a detectedangle between the first vehicle 106 and the detected second vehicle 108.

In accordance with an embodiment, the ECU 104 may be configured todetermine a first position associated with the first vehicle 106. Thedetermination of the first position may occur along a first predictivepath associated with the first vehicle 106. The ECU 104 may beconfigured to utilize the received first sensor data for thedetermination of the first predictive path.

In accordance with an embodiment, the ECU 104 may be configured todetermine a second position associated with the detected second vehicle108. The second position may correspond to the position of the detectedsecond vehicle 108. In accordance with an embodiment, the determinationof the second position may occur along a second predictive pathassociated with the detected second vehicle 108. The ECU 104 may beconfigured to utilize the received second sensor data for thedetermination of the second predictive path. Such determination of thefirst position and the second position may occur at a first timeinstance.

In accordance with an embodiment, the ECU 104 may be configured todetermine whether a lateral distance between the determined firstposition and the determined second position is below the firstpre-defined threshold distance 116. In accordance with an embodiment,the ECU 104 may be configured to determine whether a relative speedbetween the first vehicle 106 and the detected second vehicle 108 at thefirst time instance is above a pre-defined threshold speed.

The ECU 104 may be configured to generate a first alert when thedetermined lateral distance is below the first pre-defined thresholddistance 116. In accordance with an embodiment, the ECU 104 may beconfigured to generate the first alert when the determined relativespeed is above the pre-defined threshold speed.

In instances when the determined lateral distance is below the firstpre-defined threshold distance and the determined relative speed isabove the pre-defined threshold speed, the ECU 104 may be configured togenerate the first alert. In such instances, the first alert mayindicate that the first vehicle 106 cannot safely pass the detectedsecond vehicle 108 along the first predictive path. The generated firstalert may be visual information, haptic information, and/or audioinformation.

In accordance with an embodiment, the ECU 104 may be configured togenerate a second alert. The second alert may indicate that the firstvehicle 106 can safely pass the detected second vehicle 108 along thefirst predictive path. The second alert may be generated when thedetermined lateral distance is above the first pre-defined thresholddistance 116 and the determined relative speed is below the pre-definedthreshold speed.

In accordance with an embodiment, the ECU 104 may be configured todetect a third vehicle in an adjacent lane. The adjacent lane maycorrespond to oncoming traffic, with respect to a direction of movementof the first vehicle 106. The ECU 104 may be configured to determine athird position associated with the detected third vehicle. Suchdetermination may occur at a second time instance along a thirdpredictive path associated with the third vehicle in the adjacent lane.The second time instance may correspond to a time instance when thefirst vehicle is predicted to pass the third vehicle.

In accordance with an embodiment, the ECU 104 may be configured todetermine whether a distance between the determined third position andthe determined first position is above a second pre-defined thresholddistance. The ECU 104 may be configured to generate a third alert. Thethird alert may indicate that the first vehicle 106 can safely pass thedetected second vehicle 108 along the first predictive path within afirst time period. The first time period may correspond to a certaintime period available with the driver 114 of the first vehicle 106 topass the detected second vehicle 108 along the first predictive path.Such time period may be displayed at a display screen of the firstvehicle 106. The first time period may be determined based on the knownlateral distance, the first pre-defined threshold distance 116, thedetermined relative speed, the pre-defined threshold speed, thedetermined distance, and/or the second pre-defined threshold distance.The third alert may be generated when the determined lateral distance isabove the first pre-defined threshold distance 116, the determinedrelative speed is below the pre-defined threshold speed, and/or thedetermined distance is above the second pre-defined threshold distance.

In accordance with an embodiment, the ECU 104 may be configured togenerate a fourth alert. The fourth alert may indicate that the firstvehicle 106 cannot safely pass the detected second vehicle 108 along thefirst predictive path within the first time period. The fourth alert maybe generated when the determined lateral distance is below the firstpre-defined threshold distance 116, the determined relative speed isabove the pre-defined threshold speed, and/or the determined distance isbelow the second pre-defined threshold distance.

In accordance with an embodiment, the ECU 104 may be configured tocontrol the display of the generated alerts, such as the first alert,the second alert, the third alert, or the fourth alert, at the firstvehicle 106. The generated alerts may indicate violation of a law, anordinance, and/or a traffic regulation. The alerts may be controlledbased on the type of display used, such as a head-up display (HUD) or ahead-up display with an augmented reality system (AR-HUD), and/oraccording to type of traffic scenarios.

FIG. 2 is a block diagram that illustrates various exemplary componentsor systems of a vehicle, in accordance with an embodiment of thedisclosure. FIG. 2 is explained in conjunction with elements fromFIG. 1. With reference to FIG. 2, there is shown the first vehicle 106.The first vehicle 106 may comprise the ECU 104 that may include amicroprocessor 202 and a memory 204. The first vehicle 106 may furthercomprise an audio interface 206 and a display 208 communicativelycoupled to the ECU 104. The display 208 may be associated with one ormore user interfaces, such as a user interface (UI) 208 a. The firstvehicle 106 may further comprise a body control module 210, a sensingsystem 212, and a powertrain control system 214. The sensing system 212may include an object detection device 212 a, a steering angle sensor212 b and the image-capturing unit 102 (FIG. 1). The powertrain controlsystem 214 may include a steering system 216 and a braking system 218.The first vehicle 106 may further comprise a vehicle power system 220, abattery 222, a wireless communication system 224, and an in-vehiclenetwork 226.

The various components or systems may be communicatively coupled via thein-vehicle network 226, such as a vehicle area network (VAN), and/or anin-vehicle data bus. The microprocessor 202 may be communicativelycoupled to the sensing system 212, the wireless communication system224, the audio interface 206, and the display 208. The microprocessor202 may also be operatively connected with the body control module 210,the powertrain control system 214, the steering system 216, and thebraking system 218. The wireless communication system 224 may beconfigured to communicate with one or more external devices, such as thecommunication device 110, via the wireless communication network 112under the control of the microprocessor 202. A person ordinary skilledin the art will understand that the first vehicle 106 may also includeother suitable components or systems, in addition to the components orsystems which are illustrated herein to describe and explain thefunction and operation of the present disclosure.

The microprocessor 202 may comprise suitable logic, circuitry,interfaces, and/or code that may be configured to execute a set ofinstructions stored in the memory 204. The microprocessor 202 may beconfigured to determine a first position associated with the firstvehicle 106 and a second position associated with the detected secondvehicle 108. The microprocessor 202 may be configured to generate one ormore alerts that may indicate whether it is safe or unsafe to pass thesecond vehicle 108. Examples of the microprocessor 202 may be anX86-based processor, a Reduced Instruction Set Computing (RISC)processor, an Application-Specific Integrated Circuit (ASIC) processor,a Complex Instruction Set Computing (CISC) processor, a microcontroller,a central processing unit (CPU), a graphics processing unit (GPU), astate machine, and/or other processors or circuits.

The memory 204 may comprise suitable logic, circuitry, and/or interfacesthat may be configured to store a machine code and/or a set ofinstructions with at least one code section executable by themicroprocessor 202. The memory 204 may store one or morespeech-generation algorithms, audio data that correspond to variousalert sounds or buzzer sounds, and/or other data. Examples ofimplementation of the memory 204 may include, but are not limited to,Electrically Erasable Programmable Read-Only Memory (EEPROM), RandomAccess Memory (RAM), Read Only Memory (ROM), Hard Disk Drive (HDD),Flash memory, a Secure Digital (SD) card, Solid-State Drive (SSD),and/or CPU cache memory.

The audio interface 206 may be connected to a speaker, a chime, abuzzer, or other device that may be operable to generate a sound. Theaudio interface 206 may also be connected to a microphone or otherdevice to receive a voice input from an occupant, such as the driver114, of the first vehicle 106. The audio interface 206 may also becommunicatively coupled to the microprocessor 202. The audio interface206 may be a part of an in-vehicle infotainment (IVI) system or headunit of the first vehicle 106.

The display 208 may be configured to provide output to the driver 114.In accordance with an embodiment, the display 208 may be a touch screendisplay that may receive an input from the driver 114. Examples of thedisplay 208 may include, but are not limited to, a heads-up display(HUD) or a head-up display with an augmented reality system (AR-HUD), adriver information console (DIC), a display screen of an infotainmentunit or a head unit (HU), a see-through display, a projection-baseddisplay, a smart-glass display, and/or an electro-chromic display. TheAR-HUD may be a combiner-based AR-HUD. The display 208 may be atransparent or a semi-transparent display screen. The display 208 maygenerate a two-dimensional (2D) or a three-dimensional (3D) graphicalview of the generated alerts and/or the determined predictive paths,such as the first predictive path and the second predictive path. Thegraphical views may be generated under the control of the microprocessor202.

The UI 208 a may be rendered at the display 208, such as the HUD or theAR-HUD, under the control of the microprocessor 202. The display of thegenerated alerts, such as a predictive crash alert, the first alert, thesecond alert, the third alert, and the fourth alert, may be controlledat the first vehicle 106, via one or more user interfaces. Examples ofthe one or more user interfaces may be configured in accordance to thedisplay 208, such as the UI 208 a, as shown in FIGS. 3B, 3D, 3F, 3H, 4A,4B, and 4C. The UI 208 a may be configured for display on the AR-HUD.Similarly, another example of the UI 208 a may be a UI 208 b as shown inFIGS. 3C, 3E, 3G, and 3I. The UI 208 b may be configured for display onthe HUD.

The body control module 210 may refer to another electronic control unitthat comprises suitable logic, circuitry, interfaces, and/or code thatmay be configured to control various electronic components or systems ofthe first vehicle 106. The body control module 210 may be configured toreceive a command from the microprocessor 202. The body control module210 may relay the command to other suitable vehicle systems orcomponents for access control of the first vehicle 106.

The sensing system 212 may comprise the object detection device 212 a,the steering angle sensor 212 b, the image-capturing unit 102, and/orone or more other vehicle sensors provided in the first vehicle 106. Theobject detection device 212 a may be a radio detection and ranging(RADAR) device or a laser-based object detection sensor, such as a lightdetection and ranging (LIDAR) device. The sensing system 212 may beoperatively connected to the microprocessor 202 to provide input signalsto the microprocessor 202. For example, the sensing system 212 may beused to sense or detect the first sensor data, such as a direction oftravel, geospatial position, steering angle, yaw rate, speed, and/orrate of change of speed of the first vehicle 106. The first sensor datamay be sensed or detected by use of one or more vehicle sensors of thesensing system 212, such as a yaw rate sensor, a vehicle speed sensor,odometric sensors, the steering angle sensor 212 b, a vehicle traveldirection detection sensor, a magnetometer, and a global positioningsystem (GPS). The sensor data associated with the detection of thesecond vehicle 108 may be referred to as the second sensor data. Inaccordance with an embodiment, the object detection device 212 a and/orthe image-capturing unit 102 may be used for detection and determinationof the second sensor data under the control of the microprocessor 202.The second sensor data may be a relative displacement, a relative speed,and/or an angle detected between the first vehicle 106 and the detectedsecond vehicle 108.

The powertrain control system 214 may refer to an onboard computer ofthe first vehicle 106 that controls operations of an engine and atransmission system of the first vehicle 106. The powertrain controlsystem 214 may control ignition, fuel injection, emission systems,and/or operations of a transmission system (when provided) and thebraking system 218.

The steering system 216 may be configured to receive one or morecommands from the microprocessor 202. In accordance with an embodiment,the steering system 216 may automatically control the steering of thefirst vehicle 106. Examples of the steering system 216 may include, butare not limited to, a power assisted steering system, a vacuum/hydraulicbased steering system, an electro-hydraulic power assisted system(EHPAS), and/or a “steer-by-wire” system, known in the art.

The braking system 218 may be used to stop or slow down the firstvehicle 106 by application of frictional forces. The braking system 218may be configured to receive a command from the powertrain controlsystem 214 under the control of the microprocessor 202, when the firstvehicle 106 is in an autonomous mode or a semi-autonomous mode. Inaccordance with an embodiment, the braking system 218 may be configuredto receive a command from the body control module 210 and/or themicroprocessor 202 when the microprocessor 202 preemptively detects asteep curvature, an obstacle, or other road hazards. The braking system218 may be configured to receive one or more commands from themicroprocessor 202 when the microprocessor 202 generates one or morealerts subsequent to detection of the second vehicle 108. The brakingsystem 218 may be associated with a brake pedal and/or a gas pedal.

The vehicle power system 220 may regulate the charging and the poweroutput of the battery to various electric circuits and the loads of thefirst vehicle 106, as described above. When the first vehicle 106 is ahybrid vehicle or an autonomous vehicle, the vehicle power system 220may provide the required voltage for all of the components and enablethe first vehicle 106 to utilize the battery 222 power for a sufficientamount of time. In accordance with an embodiment, the vehicle powersystem 220 may correspond to power electronics, and may include amicrocontroller that may be communicatively coupled (shown by dottedlines) to the in-vehicle network 226. In such an embodiment, themicrocontroller may receive command from the powertrain control system214 under the control of the microprocessor 202.

The battery 222 may be source of electric power for one or more electriccircuits or loads (not shown). For example, the loads may include, butare not limited to various lights, such as headlights and interior cabinlights, electrically powered adjustable components, such as vehicleseats, mirrors, windows or the like, and/or other in-vehicleinfotainment system, such as radio, speakers, electronic navigationsystem, electrically controlled, powered and/or assisted steering, suchas the steering system 216. The battery 222 may be a rechargeablebattery. The battery 222 may be a source of electrical power to the ECU104 (shown by dashed lines), the one or more sensors of the sensingsystem 212, and/or one or hardware units, such as the display 208, ofthe in-vehicle infotainment system. The battery 222 may be a source ofelectrical power to start an engine of the first vehicle 106 byselectively providing electric power to an ignition system (not shown)of the first vehicle 106.

The wireless communication system 224 may comprise suitable logic,circuitry, interfaces, and/or code that may be configured to communicatewith one or more external devices, such as the communication device 110,and one or more cloud servers, via the wireless communication network112. The wireless communication system 224 may include, but is notlimited to, an antenna, a telematics unit, a radio frequency (RF)transceiver, one or more amplifiers, one or more oscillators, a digitalsignal processor, a coder-decoder (CODEC) chipset, and/or a subscriberidentity module (SIM) card. The wireless communication system 224 maywirelessly communicate by use of the wireless communication network 112(as described in FIG. 1).

The in-vehicle network 226 may include a medium through which thevarious control units, components, and/or systems of the first vehicle106, such as the ECU 104, body control module 210, the sensing system212, the powertrain control system 214, the wireless communicationsystem 224, the audio interface 206, and the display 208, maycommunicate with each other. In accordance with an embodiment,in-vehicle communication of audio/video data for multimedia componentsmay occur by use of Media Oriented Systems Transport (MOST) multimedianetwork protocol of the in-vehicle network 226. The MOST-based networkmay be a separate network from the controller area network (CAN). TheMOST-based network may use a plastic optical fiber (POF). In accordancewith an embodiment, the MOST-based network, the CAN, and otherin-vehicle networks may co-exist in a vehicle, such as the first vehicle106. The in-vehicle network 226 may facilitate access control and/orcommunication between the microprocessor 202 (and the ECU 104) and otherECUs, such as a telematics control unit (TCU) of the first vehicle 106.Various devices or components in the first vehicle 106 may be configuredto connect to the in-vehicle network 226, in accordance with variouswired and wireless communication protocols. Examples of the wired andwireless communication protocols for the in-vehicle network 226 mayinclude, but are not limited to, a vehicle area network (VAN), a CANbus, Domestic Digital Bus (D2B), Time-Triggered Protocol (TTP), FlexRay,IEEE 1394, Carrier Sense Multiple Access With Collision Detection(CSMA/CD) based data communication protocol, Inter-Integrated Circuit(I²C), Inter Equipment Bus (IEBus), Society of Automotive Engineers(SAE) J1708, SAE J1939, International Organization for Standardization(ISO) 11992, ISO 11783, Media Oriented Systems Transport (MOST), MOST25,MOST50, MOST150, Plastic optical fiber (POF), Power-line communication(PLC), Serial Peripheral Interface (SPI) bus, and/or Local InterconnectNetwork (LIN).

In operation, the microprocessor 202 may be configured to detect thesecond vehicle 108 which may be in front of the first vehicle 106. Themicroprocessor 202 may be configured to utilize the object detectiondevice 212 a and/or the image-capturing unit 102 for the detection ofthe second vehicle 108. The microprocessor 202 may be configured toreceive sensor data, such as the first sensor data and the second sensordata, from the sensing system 212.

In accordance with an embodiment, the first sensor data may correspondto the first vehicle 106. The first sensor data may comprise a steeringangle, a yaw rate, speed of the first vehicle 106, and/or the like. Thefirst sensor data may be received from the one or more sensors of thesensing system 212 of the first vehicle 106, via the in-vehicle network226. For example, the microprocessor 202 may extract the first sensordata from the CAN bus.

In accordance with an embodiment, the second sensor data may correspondto the detected second vehicle 108. For example, the second sensor datamay be received from the image-capturing unit 102 installed at the firstvehicle 106. The image-capturing unit 102 may provide a field-of-view(FOV) in front of the first vehicle 106. The FOV may correspond to avideo or a plurality of images, which may be stored in the memory of theECU 104. In accordance with an embodiment, such storage may be atemporary storage that processes an image buffer for the detection ofthe second vehicle 108. In accordance with an embodiment, both the RADARand the image-capturing unit 102 may be utilized to detect and/ordetermine the second sensor data associated with the second vehicle 108.The second sensor data may comprise values that correspond to therelative displacement, the relative speed, and/or the angle detectedbetween the first vehicle 106 and the detected second vehicle 108. Inaccordance with an embodiment, when the communication device 110 isassociated with the second vehicle 108, the second sensor data may bereceived directly from the communication device 110. For example, thecommunication device 110, such as a smart watch or a smart-glass, may beworn by the rider of the second vehicle 108, such as a bicycle. Thus,the position and the movement information of the communication device110 may be representative of the position and speed of the bicycle. Suchinformation that corresponds to the second sensor data may becommunicated to the wireless communication system 224, via the wirelesscommunication network 112.

In accordance with an embodiment, the microprocessor 202 may beconfigured to determine the first predictive path based on the receivedfirst sensor data. In accordance with an embodiment, the firstpredictive path may be continuously updated based on changed values ofthe received first sensor data. The microprocessor 202 may be configuredto determine a first position associated with the first vehicle 106. Thedetermination of the first position may occur along the first predictivepath associated with the first vehicle 106.

In accordance with an embodiment, the microprocessor 202 may beconfigured to determine a second position associated with the detectedsecond vehicle 108. In accordance with an embodiment, as the secondvehicle 108 is continuously detected until overtake occurs, the secondposition associated with the second vehicle 108 and/or the first vehicle106 may be continuously updated at various time instances, such as every10 milliseconds (ms). The second position may correspond to the positionof the second vehicle 108 at various time instances, such as a firsttime instance. In accordance with an embodiment, the determination ofthe second position may occur along a second predictive path associatedwith the detected second vehicle 108. The microprocessor 202 may beconfigured to utilize the received second sensor data for thedetermination of the second predictive path. The determination of thefirst position and the second position may occur at the first timeinstance. The first time instance may correspond to time when the firstvehicle 106 is predicted to pass the detected second vehicle 108.

In accordance with an embodiment, the microprocessor 202 may beconfigured to determine whether a lateral distance between thedetermined first position and the determined second position is belowthe first pre-defined threshold distance 116. The first pre-definedthreshold distance 116 may correspond to a pre-specified safe distance.The first pre-defined threshold distance 116 may be preset by a user,such as the driver 114. Thus, the ECU 104 may be effectively utilized indifferent jurisdictions with different requirements of safe speed andsafe distance to avoid traffic violation.

In accordance with an embodiment, the microprocessor 202 may beconfigured to utilize one or more pre-defined constants, for thedetermination of the lateral distance between the determined firstposition and the determined second position. The utilization of the oneor more pre-defined constants may be based on one or more criteria. Theone or more criteria may include a position of installation of thesensors, such as the RADAR and/or the image-capturing unit 102, vehicletype, and/or size of the vehicle body of first vehicle 106 and/or thevehicle body (not shown) of the second vehicle 108. The utilization ofthe one or more pre-defined constants may ensure that the determinedlateral distance is a precise calculation between side edges of twovehicles, such as the first vehicle 106 and the second vehicle 108(shown in FIG. 3A). For example, a first length constant associated withthe first vehicle 106 may be “2 feet” when the RADAR is installed “2feet” away from a first side edge of the vehicle body of the firstvehicle 106. A second length constant associated with the second vehicle108 may be “0.3 feet” when the second vehicle 108 is detected to be abicycle. Accordingly, at the time of determination of the lateraldistance between the determined first position and the determined secondposition, the first length constant and the second length constant maybe utilized. Thus, the lateral distance may be determined as “3.7 feet”,which may be the effective lateral distance after the deduction ofvalues of the first length constant and the second length constant. Thedetermined lateral distance may correspond to the lateral distancebetween a first side edge of the first vehicle 106 and a second sideedge of the second vehicle 108. The first side edge and the second sideedge may correspond to the edges that face each other at the time ofovertake. The association between the vehicle types and the one or morepre-defined constants may be stored at the ECU 104. A different constantmay be utilized for a different type of vehicle, such as a pre-definedlength constant, “0.3 feet”, which may be used to ascertain an outeredge of the bicycle. Similarly, another pre-defined length constant,“0.5 feet”, may be used to ascertain an outer edge of the EPAMD. In aninstance when a plurality of bicycles are detected as moving together,the lateral distance may be determined with respect to the bicycle thatmay be the nearest to the first vehicle 106 at the time of overtake.

In accordance with an embodiment, the microprocessor 202 may beconfigured to dynamically update the first pre-defined thresholddistance 116 based on geo-location of the first vehicle 106. Forexample, the user may preset the first pre-defined threshold distance116 to “3 feet”. In an example, the first vehicle 106 may often need tocross interstate borders, such as from New York to Pennsylvania. Thetraffic regulations in Pennsylvania may require a vehicle to maintain asafe distance of “4 feet” (instead of “3 feet”) between the firstvehicle 106 and the second vehicle 108 during overtake. It may bedifficult for the user to remember different requirements in differentjurisdictions. In another example, the microprocessor 202 may beconfigured to dynamically reset or update the first pre-definedthreshold distance 116 to “4 feet” from the previously set “3 feet”.Such auto-update may occur when the geo-location of the first vehicle106 is detected to be in Pennsylvania.

In accordance with an embodiment, the microprocessor 202 may beconfigured to determine whether a relative speed between the firstvehicle 106 and the detected second vehicle 108 at the first timeinstance is above a pre-defined threshold speed. In accordance with anembodiment, the microprocessor 202 may be configured to dynamicallyupdate the first pre-defined threshold distance 116, based on thedetermined relative speed, in addition to the geo-location of the firstvehicle 106. For example, in certain jurisdictions, such as NewHampshire, the requirement to maintain the specified safe distance, suchas “3 feet”, during overtakes varies based on the speed of theovertaking vehicle, such as the first vehicle 106. One additional footof clearance (above “3 feet”) may be required for every 10 miles perhour (MPH) above 30 MPH. The microprocessor 202 may be configured todynamically update the first pre-defined threshold distance 116 to “5feet” from the previously set three feet. Such an update may occur whenit is difficult to decelerate the first vehicle 106, and the determinedspeed is 50 MPH for the detected geo-location, such as New Hampshire.

The microprocessor 202 may be configured to generate a first alert whenthe determined lateral distance is below the first pre-defined thresholddistance 116. In accordance with an embodiment, the microprocessor 202may be configured to generate the first alert when the determinedrelative speed, such as 60 MPH, is above the pre-defined thresholdspeed, such as 30 MPH. In instances when the determined lateral distanceis below the first pre-defined threshold distance 116 or the determinedrelative speed is above the pre-defined threshold speed, themicroprocessor 202 may be configured to generate the first alert thatmay indicate the first vehicle 106 cannot safely pass the detectedsecond vehicle 108 along the first predictive path. The generated firstalert may comprise visual information displayed on the display 208 byuse of the UI 208 a. The generated first alert may be outputted as ahaptic response, such as a vibration of the steering wheel, and/or asaudio output by use of the audio interface 206.

The microprocessor 202 may be configured to generate a crash alert whenthe determined lateral distance is below another pre-defined thresholddistance. The other pre-defined threshold distance may be pre-configuredto determine a possible crash between the first vehicle 106 and thesecond vehicle 108. The other pre-defined threshold distance may be evenbelow than the first pre-defined threshold distance 116.

In accordance with an embodiment, the microprocessor 202 may beconfigured to generate a second alert. The second alert may indicatethat the first vehicle 106 can safely pass the detected second vehicle108 along the first predictive path. Such indication of the second alertmay occur when the determined lateral distance is above the firstpre-defined threshold distance 116 and the determined relative speed isbelow the pre-defined threshold speed.

In accordance with an embodiment, the microprocessor 202 may beconfigured to detect a third vehicle in an adjacent lane. The adjacentlane may correspond to oncoming traffic with respect to a direction ofmovement of the first vehicle 106. The microprocessor 202 may beconfigured to determine a third position associated with the detectedthird vehicle. Such determination may occur at the first time instancealong a third predictive path associated with the third vehicle in theadjacent lane.

In accordance with an embodiment, the microprocessor 202 may beconfigured to determine whether the distance between the determinedthird position and the determined first position is above a secondpre-defined threshold distance. In such a case, the microprocessor 202may be configured to generate a third alert. The third alert mayindicate that the first vehicle 106 can safely pass the detected secondvehicle 108 along the first predictive path within a first time period.The third alert may be generated when a plurality of conditions isdetected to ensure a safe overtake. The plurality of conditions includea condition when the determined lateral distance is above the firstpre-defined threshold distance 116, the determined relative speed isbelow the pre-defined threshold speed, and/or the determined distance isabove the second pre-defined threshold distance. The first time periodmay be determined based on the determined lateral distance, the firstpre-defined threshold distance 116, the determined relative speed, thepre-defined threshold speed, the determined distance, and/or the secondpre-defined threshold distance.

In accordance with an embodiment, the microprocessor 202 may beconfigured to generate a fourth alert. The fourth alert may indicatethat the first vehicle 106 cannot safely pass the detected secondvehicle 108 along the first predictive path within the first timeperiod. The fourth alert may be generated when the determined lateraldistance is below the first pre-defined threshold distance 116, thedetermined relative speed is above the pre-defined threshold speed,and/or the determined distance is below the second pre-defined thresholddistance.

In accordance with an embodiment, the microprocessor 202 may beconfigured to control the display of generated alerts, such as the firstalert, the second alert, the third alert, or the fourth alert, in thefirst vehicle 106. The control of display of the generated alerts mayoccur via the UI 208 a are rendered on the display 208, such as theAR-HUD. The generated alerts, such as the first alert, may indicateviolation of a law, an ordinance, and/or a traffic regulation.

In accordance with an embodiment, the microprocessor 202 may beconfigured to generate different audio data based on the generated alerttypes. The output of audio data may occur together with the display ofthe generated alerts by use of the audio interface 206. For example,when it is detected that the first vehicle 106 can safely pass thedetected second vehicle 108, the output of generated audio data mayoccur, such as “No traffic rule violation detected, you can safelyovertake the bicycle” or “Please maintain the current speed and steeringangle; lateral distance of “5 feet” and speed of “15 MPH” estimated atthe time of overtake”. Further, when it is detected that the firstvehicle 106 cannot safely pass the detected second vehicle 108, themicroprocessor 202 may generate one or more visual and/or audiorecommendations, such as “Current speed is unsafe to overtake”, “Time topass the bicycle is estimated to be 5 seconds; please decelerate slowlyfrom current speed of 70 MPH to 20 MPH”, and “Safe lateral distancedetected”.

In accordance with an embodiment, the microprocessor 202 may beconfigured to determine a marginal path associated with the secondvehicle 108. The marginal path may correspond to the first pre-definedthreshold distance 116. The microprocessor 202 may be configured tocontrol display of the marginal path. The marginal path may run parallelto the direction of movement of the second vehicle 108, and/or thesecond predictive path. The marginal path may aid in easy recognition ofthe specified safe distance requirement when displayed on the AR-HUD(shown in FIGS. 3A and 3B).

In accordance with an embodiment, the microprocessor 202 may beconfigured to reproduce buzzer and/or chime sounds when it is detectedthat the first vehicle 106 cannot safely pass the detected secondvehicle 108, along the first predictive path. Such reproduction ofbuzzer and/or chime sounds stored in the memory may occur together withthe display of the generated alerts. The microprocessor 202 may beconfigured to control the pitch of the buzzer and/or the chime sound toindicate danger according to the generated alerts type. For example, alow-pitch buzzer sound may be generated when time or distance to passthe second vehicle 108 is above the pre-determined threshold. Ahigh-pitch or continuous chime may be outputted when time or distance topass the second vehicle 108 is below the pre-determined threshold, suchas only a minute left to overtake. In accordance with an embodiment, themicroprocessor 202 may be configured to automatically control one ormore components or systems, such as the powertrain control system 214,the steering system 216, the braking system 218, the sensing system 212,and/or the body control module 210 of the first vehicle 106, when thefirst vehicle 106 is in an autonomous operating mode. Such auto controlmay be based on the generated one or more alerts, such as the crashalert, the first alert, the second alert, the third alert, or the fourthalert, to safely overtake the second vehicle 108.

FIGS. 3A, 3B, 3C, 3D, 3E, 3F, 3G, 3H and 3I illustrate a first exemplaryscenario for implementation of the disclosed system and method toprovide driving assistance to safely overtake a vehicle, in accordancewith an embodiment of the disclosure. FIGS. 3A, 3B, 3C, 3D, 3E, 3F, 3G,3H and 3I are explained in conjunction with elements from FIG. 1 andFIG. 2. With reference to FIG. 3A, there is shown a car 302, a bicycle304 with its rider, a first predictive path 306, a second predictivepath 308, a marginal path 310, a first length constant 312, a secondlength constant 314, a first position 316, a second position 318, alateral distance 320, the first pre-defined threshold distance 116, andthe ECU 104. The car 302 may include the object detection device 212 a,such as the RADAR device, and the image-capturing unit 102 (as shown inFIG. 2).

In accordance with the first exemplary scenario, the car 302 and thebicycle 304 may travel in the same direction along the same lane of aroad. The driver 114 of the car 302 may intend to overtake the bicycle304. The car 302 may correspond to the first vehicle 106 (FIG. 1). Thebicycle 304 and rider may correspond to the second vehicle 108 (FIG. 1).

The first predictive path 306 may correspond to the determined firstpredictive path based on the received first sensor data (as described inFIGS. 1 and 2). The second predictive path 308 may correspond to thedetermined second predictive path based on the received second sensordata (as described in FIGS. 1 and 2). In accordance with the firstexemplary scenario, the second sensor data may be input signals receivedfrom the object detection device 212 a installed at the car 302.

The marginal path 310 may refer to a line at a safe distance, such asthe first pre-defined threshold distance 116, from an outer edge of thebicycle 304. The marginal path 310 may correspond to the determinedmarginal path (FIG. 2). The first length constant 312 and the secondlength constant 314 may correspond to the one or more pre-definedconstants, as described in FIG. 2.

In operation, the ECU 104 may be configured to detect the bicycle 304 infront of the car 302, by use of the image-capturing unit 102. The ECU104 may be configured to determine the first position 316 associatedwith the car 302, along the determined first predictive path 306. TheECU 104 may be configured to determine the second position 318associated with detected bicycle 304, by use of the object detectiondevice 212 a. The first position 316 and the second position 318 may bedetermined for a first time instance, such as a time when the car 302 ispredicted to overtake the detected bicycle 304.

The ECU 104 may be configured to determine whether the lateral distance320 between the determined first position 316 and the determined secondposition 318 is below the first pre-defined threshold distance 116. TheECU 104 may be configured to utilize one or more constants, such as thefirst length constant 312 and the second length constant 314, toaccurately determine the lateral distance 320.

In accordance with an embodiment, in addition to the first predictivepath 306 and/or the second predictive path 308, the ECU 104 may alsodetermine the marginal path 310. The ECU 104 may generate a first alertwhen the determined lateral distance 320 is below the first pre-definedthreshold distance 116 for the first time instance, as shown in FIGS. 3Band 3C. FIG. 3B depicts the sequence of operations for the firstexemplary scenario of FIG. 3A.

FIG. 3B shows a cut section of an interior portion of the car 302 todepict generation of the first alert. FIG. 3B is explained inconjunction with elements from FIGS. 1, 2, and 3A. With reference toFIG. 3B, there is further shown a windshield 322, an AR-HUD 324, a firstgraphical icon 326, a first time period 328, a relative speed value 330,and a speed limit 332 for the road. There is further shown the firstpredictive path 306, the marginal path 310, and the bicycle 304 (of FIG.3A). The AR-HUD 324 may correspond to the display 208 (FIG. 2). Thefirst predictive path 306 may be displayed as two lines 306 a and 306 bon AR-HUD 324 that represents outer boundaries of the car 302(hereinafter referred to as first boundary line 306 a and secondboundary line 306 b). The display at the AR-HUD 324 may occur via the UI208 a that may be one of the UI 208 a (FIG. 2).

A view of the outside, such as the road with the detected bicycle 304,may be visible through the AR-HUD 324 from the interior of the car 302.The AR-HUD 324 may be integrated on the windshield 322 for a hands-freeand unobtrusive display for the driver 114 and other occupant(s) of thecar 302. The second boundary line 306 b of the car 302 may be closer tothe detected bicycle 304 than the marginal path 310 at the first timeinstance. The first time instance may correspond to a time instance whenthe car 302 is predicted to pass the detected bicycle 304. The ECU 104may be configured to control the display of the generated first alert onthe AR-HUD 324 of the car 302. The first graphical icon 326 representsthe first alert that indicates the car 302 does not have enough marginaldistance to pass the detected bicycle 304 safely or the car 302 violatesa regulation to pass the detected bicycle 304. The driver 114 of the car302 can easily and intuitively find a necessity to change a driving pathof the car 302 away from the detected bicycle 304 by use of the secondboundary line 306 b, the marginal path 310, and the first graphical icon326.

In an example, the color of the first boundary line 306 a, the secondboundary line 306 b, the marginal path 310, and a boundary of thedetected bicycle 304, may turn to red from green to indicate thegenerated first alert. The boundary around the detected bicycle 304 andits rider is shown as dotted lines. Display of the first graphical icon326 may indicate that the car 302 cannot safely overtake the detectedbicycle 304 along the first predictive path 306 (shown as the two dashedlines, the first boundary line 306 a and the second boundary line 306b).

In accordance with an embodiment, a certain time period, such as thefirst time period 328, available with the driver 114 of the car 302 topass the detected bicycle 304 along the first predictive path 306, mayalso be displayed on the AR-HUD 324. The time period may be displayed inconsideration of a type of lane and an existence of oncoming vehicle.For example, if the lane on which the bicycle 304 is detected, allowsovertaking and an oncoming vehicle does not pass the car 302 for apredetermined time, a remaining time, such as the first time period 328,to pass the detected bicycle 304 and an arrow are displayed (as shown).Similarly, a relative speed value, such as the relative speed value 330,determined based on received first sensor data and second sensor data,may also be displayed on the AR-HUD 324. The relative speed value 330may represent that the determined relative speed, such as “53 MPH” isabove the pre-defined threshold speed, such as “30 MPH”. The speed limit332 may be the detected speed limit value, such as “50 MPH”, for theroad on which the car 302 is driven. Such operations and indications mayfurther provide enhanced visualization and preemptive driving assistanceat the car 302 to safely pass the detected bicycle 304 and without aviolation of traffic rules.

FIG. 3C shows the generated first alert in a HUD 334 instead of theAR-HUD 324 (of FIG. 3B), in accordance with an embodiment. The HUD 334may be a semi-transparent display. FIG. 3C is explained in conjunctionwith elements from FIGS. 1, 2, and 3A. With reference to FIG. 3C, thereis further shown a graphical bar 336, a first overtake symbol 338, and agraphical representation 304 a of the detected bicycle 304 and rider onthe HUD 334. The display at the HUD 334 may occur via the UI 208 b thatmay be one of the UI 208 a (FIG. 2).

The graphical bar 336 indicates the determined lateral distance 320between the car 302 and the detected bicycle 304. In instances when thedetermined lateral distance 320 is below another pre-defined threshold,at least a portion of the graphical bar 336 may turn into red color toindicate a possible crash. In instances when the determined lateraldistance 320 is below the first pre-defined threshold distance 116 andabove the other pre-defined threshold, a color of the graphical bar 336may turn into yellow. On the other hand, when the determined distance isabove the first pre-defined threshold distance 116, a color of bar mayturn into green. The color of “red” may indicate a possibility of acrash, “yellow” may indicate unsafe pass or violation of regulation, andthe color “green” may indicate a safe pass between the car 302 and thedetected bicycle 304.

The first overtake symbol 338 indicates if overtaking the detectedbicycle 304 is safe or unsafe based on an existence of oncoming vehicle.The first overtake symbol 338 may be displayed in red to indicate anunsafe overtake and in green to indicate a safe overtake. The graphicalrepresentation 304 a may refer to a representation of the detectedbicycle 304 and its rider on the HUD 334.

The ECU 104 may be configured to control display of the generated firstalert on the HUD 334. The first overtake symbol 338, a color change ofthe graphical bar 336 may indicate the generated first alert on the HUD334. For example, the first overtake symbol 338 may be displayed in redto indicate an unsafe pass (FIG. 3C). The driver 114 of the car 302 maymaneuver the car 302 away from the bicycle 304 based on the generatedfirst alert.

With reference to FIG. 3D, there is shown an obstacle 340 and a crashalert icon 342, in addition to the first boundary line 306 a and thesecond boundary line 306 b of the car 302, the marginal path 310, thewindshield 322, the AR-HUD 324, the first graphical icon 326, the firsttime period 328, the relative speed value 330, the speed limit 332 forthe road, and the detected bicycle 304, as described FIG. 3B. In certaininstances, the driver 114 may maneuver the car 302 towards the bicycle304. For example, when the obstacle 340 is detected on the road, thedriver 114 of the car 302 may accordingly maneuver the car 302 to avoidthe obstacle 340.

The crash alert icon 342 represents a crash alert for a possible crashbetween the car 302 and the detected bicycle 304 along the firstpredictive path 306 at the time of overtake. The first predictive path306 may be displayed as the first boundary line 306 a and the secondboundary line 306 b as a predictive driving path of the car 302. Suchcrash alert may be generated when the determined lateral distance 320 isbelow the other pre-defined threshold distance. The other pre-definedthreshold distance may be pre-configured to determine a possible crashbetween the car 302 and the bicycle 304. The other pre-defined thresholddistance may be even below the first pre-defined threshold distance 116.The driver 114 of the car 302 can easily and intuitively find anecessity to change a driving path of the car 302 away from the detectedbicycle 304 by use of the second boundary line 306 b that indicates apossible crash (as shown in FIG. 3D), the marginal path 310, and thecrash alert icon 342. One or more recommendations may also be generatedto advise the driver 114 to reduce the speed of the car 302 to avoidboth the obstacle 340 and the possibility of the crash.

FIG. 3E shows the generated crash alert in the HUD 334 instead of theAR-HUD 324 (as shown in FIG. 3D), in accordance with an embodiment. FIG.3C is explained in conjunction with elements from FIGS. 1, 2, 3A, 3B,3C, and 3D. With reference to FIG. 3E, a portion of the graphical bar336 may turn into red color to indicate a possible crash. The determinedlateral distance 320 between the car 302 and the detected bicycle 304that is below the other pre-defined threshold distance is displayed in adistance scale of the graphical bar 336 (In FIG. 3E, the determinedlateral distance 320 is shown as a dark shaded portion in the graphicalbar 336 and indicated by an arrow mark). A reduction in length of thedark shaded portion (shown by an arrow mark) in the distance scale ofthe graphical bar 336 from previous length of the dark shaded portion inthe distance scale may also indicate a potential danger of a crash (thecrash alert).

FIG. 3F depicts generation of the first alert in an alternative manneras shown in FIG. 3B. FIG. 3F is explained in conjunction with elementsfrom FIGS. 1, 2, 3A and 3B. With reference to FIG. 3F, there is furthershown a first speed information 344 related to the car 302 and a secondspeed information 346 related to the detected bicycle 304 at the AR-HUD324, in addition to the elements shown in FIG. 3B. The first speedinformation 344 depicts the current speed of the car 302 and acalculated target speed of the car 302. The second speed information 346depicts current speed of the bicycle 304.

In instances when the determined relative speed, such as “53 MPH”, isabove the pre-defined threshold speed, such as “30 MPH”. Current speedof the car 302 and a target speed to make the relative speed lower thanthe pre-defined threshold speed may be displayed as a speed alert. Thespeed alert may be displayed together with the first graphical icon 326that may collectively represent the first alert. In this case, currentspeed of the car 302 may be “63 MPH”, speed of the bicycle 304 may be“10 MPH” and the relative speed may be “53 MPH” (shown as the relativespeed value 330). As the pre-defined threshold speed (the thresholdrelative speed) is preset as “30 MPH”, the target speed is calculated as“40 MPH”. The displayed target speed may help the driver 114 to maintaina safe speed preemptively to avoid a violation of traffic regulation atthe time of overtake.

FIG. 3G shows display of the generated first alert in the HUD 334instead of the AR-HUD 324 (as shown in FIG. 3F), in accordance with anembodiment. FIG. 3G is explained in conjunction with elements from FIGS.1, 2, 3A, 3B, 3C, and 3F. With reference to FIG. 3G, there is furthershown an area 348 that may display the current speed and the calculatedtarget speed of the car 302, and the detected speed of the bicycle 304as described in FIG. 3F.

The ECU 104 may generate a recommendation to reduce the speed of the carto the pre-defined threshold speed, such as “30 MPH”. A change in thefirst sensor data, such as a change in the steering angle of the car302, may be detected when the driver 114 of the car 302 maneuvers thecar 302 away from the bicycle 304. A change in the speed of the car 302may be detected. The ECU 104 may then generate the second alert (asshown in FIG. 3H) when the determined lateral distance 320 is above thefirst pre-defined threshold distance 116 and the determined relativespeed is below the pre-defined threshold speed (such as “30 MPH” asshown in FIG. 3H).

FIG. 3H shows an example of the generated second alert in the AR-HUD324. FIG. 3D is explained in conjunction with elements from FIGS. 1, 2,3A, 3B and 3C. With reference to FIG. 3D, there is further shown asecond graphical icon 350, a second time period 352, a relative speedvalue 354, and the first predictive path 306 that may be updated andshown as the first boundary line 306 a and the second boundary line 306b of the car 302. The second time period 352 may refer to a time periodavailable with the driver 114 of the car 302 to pass the detectedbicycle 304 along the updated first predictive path 306. The second timeperiod 352 may be an updated when the car 302 is maneuvered away fromthe bicycle 304, and when the change in the speed of the car 302 isdetected (as described in FIG. 3C). Similarly, the relative speed value354 may refer to an updated relative speed between the car 302 and thedetected bicycle 304, based on the detected change in the speed of thecar 302.

The first predictive path 306 may accordingly be updated based on thechange detected in the steering angle. The ECU 104 may be configured tocontrol display of the generated second alert, such as the secondgraphical icon 350 in green color, on the AR-HUD 324. The color of thefirst boundary line 306 a and the second boundary line (shown as adashed lines), the marginal path 310 (also shown as a thick dashedline), and the boundary of the detected bicycle 304 (shown as a dottedline), may turn green from previously red to indicate the generatedsecond alert. The second graphical icon 350 and a changed color of thefirst boundary line 306 a, the second boundary line 306 b, the marginalpath 310, and the boundary of the detected bicycle 304 collectively, mayrepresent the generated second alert. The generated second alert mayindicate that the car 302 can safely pass the bicycle 304 along theupdated first predictive path 306.

FIG. 3I shows an example of a different representation of the generatedsecond alert in the HUD 334. FIG. 3I is explained in conjunction withelements from FIGS. 1, 2, 3A, 3C, 3E, 3G, and 3H. With reference to FIG.3I, there is further shown an updated graphical bar 336 a, an updatedfirst overtake symbol 338 a, the second time period 352, and therelative speed value 354. The updated graphical bar 336 a and updatedfirst overtake symbol 338 a may be representative of a change in color,such as from red to green, to indicate a safe overtake. The second timeperiod 352 and the relative speed value 354 correspond to updated valuesas described above for FIG. 3H. The generated second alert at the HUD334, such as the green color of the updated first overtake symbol 338 a,the updated graphical bar 336 a, and the relative speed value 354, mayindicate that the car 302 can safely pass the bicycle 304 along theupdated first predictive path 306.

FIGS. 4A, 4B, and 4C illustrate a second exemplary scenario forimplementation of the disclosed system and method to provide drivingassistance to safely overtake a vehicle, in accordance with anembodiment of the disclosure. FIG. 4A is explained in conjunction withelements from FIGS. 1, 2, 3A, 3B, 3D, 3F, and 3H. With reference to FIG.4A, there is further shown a truck 402, a third predictive path 404, athird position 406, a distance 408, a third graphical icon 410, and asecond overtake symbol 412.

In accordance with the second exemplary scenario, in addition to thedetected bicycle 304, the truck 402 may also be present in an adjacentlane. The truck 402 may be an oncoming traffic along the adjacent lanewith respect to a direction of movement of the car 302. The truck 402may correspond to the third vehicle (as described in FIGS. 1 and 2).

In operation, the current driving condition in the second exemplaryscenario corresponds to an oncoming third vehicle, such as the truck402. The truck 402 in the adjacent lane may be detected by the ECU 104.The first predictive path 306 is displayed as the two lines 306 a and306 b. The first position 316 may be determined along the firstpredictive path 306, such as one of the boundary lines, such as thefirst boundary line 306 a, that is closer to the detected third vehicle,such as the truck 402. Thus, the ECU 104 may determine the distance 408between the third position 406 along the third predictive path 404 ofthe truck 402 and the determined first position 316 along the firstboundary line 306 a.

In certain instances, there may not be an oncoming vehicle in theadjacent lane, or there may be an oncoming vehicle but the determinedlateral distance 320 between the car 302 and the bicycle 304 may be lessthan the first pre-defined threshold distance 116. The determination ofthe lateral distance 320 in such instances may occur when the firstvehicle 106, such as the car 302, passes the second vehicle 108, such asthe bicycle 304, at a distance above the other pre-defined thresholddistance but less than the first pre-defined threshold distance 116. Insuch instances, the first position 316 (as shown by an arrow in FIG. 4Athat points to a position along the second boundary line 306 b) may bedetermined along the second boundary line 306 b that is closer to thedetected bicycle 304. Further, in such instances, the second position318 may be the position of the detected bicycle 304 or a position alongthe second predictive path 308 of the detected bicycle 304 (not shown).

The ECU 104 may be further configured to determine whether the distance408 between the third position 406 and the determined first position 316is above the second pre-defined threshold distance. The third graphicalicon 410 for the oncoming vehicle, such as the truck 402, representsthat the first vehicle 106, such as the car 302, is at a safe distance,such as the second pre-defined threshold distance, with respect to theoncoming vehicle. The third graphical icon 410 may be displayed when thedetermined distance 408 is above the second pre-defined thresholddistance.

The second overtake symbol 412 represents that the first vehicle 106,such as the car 302, is at a safe distance, such as the secondpre-defined threshold distance, with respect to the detected oncomingvehicle and also at a safe distance, such as the first pre-definedthreshold distance 116, with respect to the detected second vehicle 108,such as the bicycle 304. The third graphical icon 410 and the secondovertake symbol 412 may be collectively referred to as the third alert.In presence of the oncoming vehicle, the first time period 328 mayindicate a predicted duration to overtake the farthest detected vehiclewith respect to the car 302. For example, the vertical distance of thetruck 402 may be more than the detected bicycle 304. Thus, in this case,the first time period 328 may correspond to time to overtake the truck402 along the first predictive path 306.

The ECU 104 may be configured to generate the third alert that mayindicate that the car 302 can safely pass the detected bicycle 304 andthe oncoming truck 402 along the current driving path, such as the twolines 306 a and 306 b that are representative of the first predictivepath 306. The third alert may also indicate that the car 302 can safelypass the detected bicycle 304 and the oncoming truck 402 along thecurrent driving path within the first time period 328 with a safe speed,such as the relative speed value 354 of “30 MPH”. In accordance with anembodiment, the third alert may be an audio output, such as “Yourcurrent driving path is safe” and/or “The oncoming truck 402 is detectedat a safe distance when you overtake the bicycle 304 along the displayeddriving path (the first predictive path 306)”.

FIG. 4B illustrates display of the generated fourth alert on the AR-HUD324 in an example. FIG. 4B is explained in conjunction with elementsfrom FIGS. 1, 2, 3A, 3B, 3D, 3F, 3H, and 4A. With reference to FIG. 4B,there is further shown an updated third position 406 a, an updateddistance 408 a, an fourth graphical icon 414, and an third overtakesymbol 416. In accordance with an embodiment, the ECU 104 may beconfigured to display the generated fourth alert.

The fourth graphical icon 414 for an oncoming vehicle represents thatthe car 302 may not be at a safe distance with respect to the oncomingvehicle, such as the truck 402. The fourth graphical icon 414 for theoncoming vehicle may be displayed when the updated distance 408 a isbelow the second pre-defined threshold distance.

The third overtake symbol 416 represents that it may not be suitable forthe car 302 to overtake the bicycle 304 along the current driving pathof the car 302 when the updated distance 408 a is below the secondpre-defined threshold distance. In accordance with an embodiment, thealert message 418, such as “NO OVERTAKE”, may also be displayed at theAR-HUD 324, via the UI 208 a. The fourth graphical icon 414, the thirdovertake symbol 416, and the alert message 418 may collectively bereferred to as the fourth alert.

In accordance with an embodiment, the fourth alert may be generated whenthe updated distance 408 a is below the second pre-defined thresholddistance. The fourth alert may be generated for a time instance thatcorresponds to predicted duration to overtake the bicycle 304 inpresence of the oncoming vehicle, such as the truck 402. The updateddistance 408 a may be determined between the first position 316 (shownin the UI 208 a as a point along the first boundary line 306 a) and theupdated third position 406 a. The updated distance 408 a may bedetermined based on the movement of the oncoming vehicle, such as thetruck 402, towards the first vehicle 106, such as the car 302, ormovement of the car 302 towards the truck 402.

FIG. 4C illustrates display of the generated first alert, the crashalert, and fourth alert on the AR-HUD 324 in an example. FIG. 4C isexplained in conjunction with elements from FIGS. 1, 2, 3A, 3B, 3D, 3F,3H, 4A, and 4B. With reference to FIG. 4C, there is shown the firstgraphical icon 326, the crash alert icon 342, the first speedinformation 344, the fourth graphical icon 414, the third overtakesymbol 416, the alert message 418, and the relative speed value 354.

In an example, the first graphical icon 326, the first speed information344, the relative speed value 354 and may indicate the first alert.Further, a change in color of the boundary around the detected bicycle304 and its rider (shown as dotted lines), the first boundary line 306a, the second boundary line 306 b, the marginal path 310, frompreviously green to yellow may also indicate the first alert. The crashalert icon 342 may indicate the crash alert. Further, an intersection ofthe second boundary line 306 b with the boundary around the detectedbicycle 304 and its rider (shown as dotted lines) may also indicate thecrash alert. Further, a change in color of the boundary around thedetected bicycle 304 and its rider, the first boundary line 306 a, thesecond boundary line 306 b, the marginal path 310, from previously greento red may also indicate the crash alert. Alternatively, a continuousblinking of the crash alert icon 342, the second boundary line 306 b,and the boundary around the detected bicycle 304, and a buzzer sound mayalso indicate the crash alert. The third overtake symbol 416 and/or thealert message 418, such as “NO OVERTAKE”, may indicate the fourth alert.The color of the third overtake symbol 416 may turn yellow frompreviously green or red to indicate the fourth alert. The first alert,the crash alert, and the fourth alert may correspond to potential dangeralerts, whereas the second alert and the third alert correspond tosafety alerts. The second alert and the third alert are collectivelyshown and described in FIG. 4A.

As the alerts are generated and displayed much before the actualovertake occurs, the driver 114 can preemptively adjust the speed andsuitably maneuver the car 302. The displayed predictive paths, such asthe first predictive path 306 (represented by the first boundary line306 a and the second boundary line 306 b by use of the UI 208 a), thesecond predictive path 308, the marginal path 310, and/or the thirdpredictive path 404, may make it easier for the driver 114 to overtakethe second vehicle 108, such as the bicycle 304 both in presence orabsence of the oncoming vehicle, such as the truck 402. Thus, anenhanced assistance may be provided to ensure a safe overtake indifferent traffic conditions and avoidance of a traffic rule violation.

FIGS. 5A and 5B collectively depict a flow chart 500 that illustrates anexemplary method to provide driving assistance to safely overtake avehicle, in accordance with an embodiment of the disclosure. The flowchart 500 is described in conjunction with FIGS. 1, 2, 3A, 3B, 3C, 3D,3E, 3F, 3G, 3H, 3I, 4A, 4B and 4C. The method starts at step 502 andproceeds to step 504.

At step 504, the second vehicle 108 (such as the bicycle 304) may bedetected in front of the first vehicle 106 (such as the car 302). Atstep 506, the first sensor data that corresponds to the first vehicle106 may be received. At step 508, the second sensor data thatcorresponds to detected second vehicle 108 may be received. At step 510,the first predictive path 306 may be determined based on received firstsensor data (as shown in FIG. 3A). In accordance with an embodiment, thedetermined first predictive path 306 may be also represented as twoboundary lines, such as the first boundary line 306 a and the secondboundary line 306 b on the AR-HUD 324 (as shown and described in FIGS.3B, 3D, 3E, 3F, 4A, 4B, and 4C). The second predictive path 308 may bedetermined based on the received second sensor data (as shown in FIG.3A).

At step 512, the first position 316 associated with first vehicle 106may be determined. The second position 318 associated with the detectedsecond vehicle 108 may be further determined. The first position 316 maybe determined along the first predictive path 306 (as shown in FIG. 3A).The second position 318 may be determined along the second predictivepath 308 (as shown in FIG. 3A). In accordance with an embodiment, thesecond position 318 may correspond to the position of the detectedsecond vehicle 108. In such an embodiment, the second predictive path308 may not be determined. At step 514, the lateral distance 320 betweenthe determined first position 316 and the determined second position318, may be determined (as shown in FIG. 3A).

At step 516, a relative speed (such as the relative speed value 354)between the first vehicle 106 and the detected second vehicle 108 forthe first time instance, may be determined. At step 518, whether a thirdvehicle, such as the truck 402, is present in an adjacent lane, may bedetected. The adjacent lane may correspond to oncoming traffic withrespect to a direction of movement of the first vehicle 106. Ininstances when the second vehicle 108 is detected and the third vehicleis not detected, the control may pass to the step 520. In instances whenthe third vehicle is detected in addition to the detected second vehicle108, the control may pass to the step 526.

At step 520, whether the determined lateral distance 320 is below thefirst pre-defined threshold distance 116 and/or the determined relativespeed is above the pre-defined threshold speed, may be determined. Ininstances when the determined lateral distance 320 is below the firstpre-defined threshold distance 116, such as the safe distance (such as 3or 4 feet) and/or determined relative speed is above the pre-definedthreshold speed, such as “30 MPH”, the control may pass to the step 522.In instances when the determined lateral distance 320 is above the firstpre-defined threshold distance 116, and the determined relative speed isbelow the pre-defined threshold speed, the control may pass to the step524.

At step 522, a first alert may be generated. The first alert mayindicate that the first vehicle 106 cannot safely pass the detectedsecond vehicle 108 along the first predictive path 306. An example ofthe first alert is shown in FIGS. 3B, 3C, 3F, and 3G. The control maythen pass to the step 534. At step 524, a second alert may be generated.The second alert may indicate that the first vehicle 106 can safely passthe detected second vehicle 108 along the first predictive path 306. Anexample of the second alert is shown in FIGS. 3H and 3I. The control maythen pass to the step 534.

In accordance with an embodiment, instead of the determination of therelative speed between first vehicle 106 and detected second vehicle 108as described in the steps 516, 520, 522, and 524 in FIG. 5A, an absolutespeed of the first vehicle 106 may be used to determine if the firstvehicle can safely pass the second vehicle 108. In this case, theabsolute speed of the first vehicle 106 is compared with anotherpre-defined threshold speed and the first alert is issued if theabsolute speed of the first vehicle 106 is above the other pre-definedthreshold speed. On the other hand, if the absolute speed of the firstvehicle 106 is less than the other pre-defined threshold speed anddetermined lateral distance, such as the lateral distance 320, is abovethe first pre-defined threshold distance 116, the second alert isissued.

As described above, the first alert may indicate that the first vehicle106 cannot safely pass the detected second vehicle 108 along the firstpredictive path 306, because a predictive distance, such as the lateraldistance 320, between the first vehicle 106 and second vehicle 108 whenthe first vehicle 106 passes the second vehicle 108 is shorter than thefirst pre-defined threshold distance 116, such as a distance regulatedby a law. Further as described above, the first alert may indicate thatthe first vehicle 106 cannot safely pass the detected second vehicle 108along the first predictive path 306, because the speed (the absolutespeed or the relative speed) of the first vehicle 106 when the firstvehicle 106 passes the second vehicle 108 is high, such as above a speedthreshold regulated by a law. The second alert may indicate that thefirst vehicle 106 can safely pass the detected second vehicle 108 alongthe first predictive path 306, because a predictive distance, such asthe lateral distance 320, between the first vehicle 106 and secondvehicle 108 when the first vehicle 106 passes the second vehicle 108 ismore than a pre-defined distance, such as a distance regulated by a lawand a speed of the first vehicle when the first vehicle 106 passes thesecond vehicle 108 is low enough for safety for the second vehicle 108.

At step 526, a third position, such as the third position 406,associated with detected third vehicle may be determined. In accordancewith an embodiment, the third position 406 may be determined along thethird predictive path 404, associated with the third vehicle in theadjacent lane. At step 528, whether the distance between determinedthird position 406, and determined first position 316, are above thesecond pre-defined threshold distance, may be determined.

In instances when the distance is above the second pre-defined thresholddistance, the control passes to step 530. In instances when the distance408 is below the second pre-defined threshold distance, the controlpasses to step 532. At step 530, a third alert may be generated. Thegenerated third alert may indicate that the first vehicle 106 can safelypass the detected second vehicle 108 and the third vehicle along thefirst predictive path 306 within the first time period. An example ofthe third alert is shown in FIG. 4A. The control may then pass to thestep 534.

At step 532, a fourth alert may be generated. The fourth alert mayindicate that the first vehicle 106 cannot safely pass the detectedsecond vehicle 108 and the third vehicle along the first predictive path306 within the first period of time. An example of the fourth alert isshown in FIG. 4B. At step 534, the display of the generated alerts, suchas the first alert, the second alert, the third alert or the fourthalert, may be controlled at the first vehicle 106. The display of thegenerated alerts may be controlled via the UI 208 a (FIG. 2). Example ofthe display of the generated alerts on the AR-HUD 324 via the UI 208 a(one of the UI 208 a) is shown and described in FIGS. 3B, 3D, 3F, 3H,4A, 4B, and 4C). Similarly, example of the display of the generatedalerts on the HUD 334, via the UI 208 b (another UI of the UI 208 a) isshown and described in FIGS. 3C, 3E, 3G, and 3I). Control passes to endstep 536.

FIGS. 6A and 6B collectively depict a second flow chart 600 thatillustrates another exemplary method to provide driving assistance tosafely overtake a vehicle, in accordance with an embodiment of thedisclosure. The flow chart 600 is described in conjunction with FIGS. 1,2, 3A, 3B, 3C, 3D, 3E, 3F, 3G, 3H, 3I, 4A, 4B, 4C, 5A and 5B. The methodstarts at step 602 and proceeds to step 604.

At step 604, the second vehicle 108 (such as an EPAMD or the bicycle304) may be detected in front of the first vehicle 106 (such as the car302). At step 606, it may be determined whether the first vehicle 106and the second vehicle 108 are in a same lane. In instances when thefirst vehicle 106 and the second vehicle 108 are in the same lane of aroad, the control passes to step 608. In instances when the firstvehicle 106 and the second vehicle 108 are not in the same lane, thecontrol passes to the end step 630.

At step 608, the first sensor data that corresponds to the first vehicle106 and the second sensor data that corresponds to the second vehicle108 may be received. In accordance with an embodiment, the first sensordata and the second sensor data may be received at intermittent timeintervals, such as every 10 milliseconds. At step 610, the firstpredictive path 306 and/or second predictive path may be determined. Thefirst predictive path 306 may be determined based on received firstsensor data. The second predictive path may be determined based on thereceived second sensor data.

At step 612, the first position 316 associated with the first vehicle106 may be determined. The second position 318 associated with thedetected second vehicle 108 may be further determined. The firstposition 316 may be determined along the first predictive path 306 (asshown in FIG. 3A). The second position 318 may correspond to theposition of the second vehicle 108 that may be detected continuously orintermittently, such as every 10 milliseconds. In accordance with anembodiment, the second position 318 may be determined along the secondpredictive path 308 (as shown in FIG. 3A). In accordance with anembodiment, the first position 316 and the second position 318 may bedetermined simultaneously.

Steps 614 and 616 may be similar to the steps 514 and 516 (FIG. 5A),respectively. At step 614, the lateral distance 320 between thedetermined first position 316 and the determined second position 318,may be determined (as shown in FIG. 3A). At step 616, a relative speed(such as the relative speed value 354) between the first vehicle 106 andthe detected second vehicle 108 for the first time instance, may bedetermined.

At step 618, it may be determined whether the lateral distance 320 isbelow the first pre-defined threshold distance 116 and/or the determinedrelative speed is above the pre-defined threshold speed. In instanceswhen the determined lateral distance 320 is below the first pre-definedthreshold distance 116 and/or the determined relative speed is above thepre-defined threshold speed, the control passes to step 620. Ininstances when the determined lateral distance 320 is above the firstpre-defined threshold distance 116 and/or the determined relative speedis below the pre-defined threshold speed, the control passes to step626.

At step 620, it may be determined whether the lateral distance 320 isbelow another pre-defined threshold distance. In instances when thedetermined lateral distance 320 is below the other pre-defined thresholddistance, the control passes to step 622. In instances when thedetermined lateral distance 320 is below first pre-defined thresholddistance 116, but above other pre-defined threshold distance and/or thedetermined relative speed is above pre-defined threshold speed, thecontrol passes to step 624.

At step 622, a crash alert for a predictive crash between the firstvehicle 106 and the second vehicle 108 may be generated. An example ofthe crash alert is shown in FIGS. 3D and 3E. The control may then passto the step 628. At step 624, the first alert may be generated, asdescribed previously in the step 522. The first alert may indicate thatthe first vehicle 106 cannot safely pass the detected second vehicle 108along the first predictive path 306. An example of the first alert isshown in FIGS. 3B, 3C, 3F, and 3G. The control may then pass to the step628.

At step 626, the second alert may be generated. The second alert, asdescribed previously in the step 524, may indicate that the firstvehicle 106 can safely pass the detected second vehicle 108 along thefirst predictive path 306. An example of the second alert is shown inFIGS. 3H and 3I. The control may then pass to the step 628.

At step 628, the display of the generated alerts, such as the crashalert, the first alert and the second alert, may be controlled at thefirst vehicle 106. The display of the generated alerts, may be similarto that as described in the step 534 (FIG. 5B). The control passes toend step 630.

In accordance with an embodiment of the disclosure, a system to providedriving assistance to safely overtake a vehicle is disclosed. The system(such as the ECU 104 (FIG. 1) may comprise one or more circuits(hereinafter referred to as the microprocessor 202 (FIG. 2)). Themicroprocessor 202 may be configured to detect the second vehicle 108 infront of the first vehicle 106 (FIG. 1). The microprocessor 202 may beconfigured to determine a first position associated with the firstvehicle 106, and a second position associated with the detected secondvehicle 108. Such determination may occur at a first time instance. Themicroprocessor 202 may be configured to determine whether a lateraldistance between the determined first position and the determined secondposition are below the first pre-defined threshold distance 116. Themicroprocessor 202 may be configured to generate the first alert whenthe determined lateral distance is below the first pre-defined thresholddistance 116 (FIG. 1).

In accordance with an embodiment of the disclosure, a vehicle (such asthe first vehicle 106 (FIGS. 1 and 2) to provide driving assistance tosafely overtake another vehicle (such as the second vehicle 108 (FIG.1)) is disclosed. The vehicle may comprise the battery 222 and thedisplay 208. The vehicle may further comprise one or more vehiclesensors (such as the sensing system 212 (FIG. 2)), configured to detectthe other vehicle in front of the vehicle. The vehicle may furthercomprise an electronic control unit (such as the ECU 104 (FIGS. 1 and2)) that comprises one or more circuits (hereinafter referred to as themicroprocessor 202 (FIG. 2) configured to determine a first positionassociated with the vehicle and a second position associated with thedetected other vehicle for a first time instance. The microprocessor 202may be configured to determine whether a lateral distance between thedetermined first position and the determined second position is below afirst pre-defined threshold distance. The microprocessor 202 may beconfigured to generate a first alert when the determined lateraldistance is below the first pre-defined threshold distance. Thegenerated first alert may be displayed on the display which is poweredby the battery 222.

Various embodiments of the disclosure may provide a non-transitorycomputer readable medium and/or storage medium having stored thereon, aset of computer-executable instructions to cause a machine and/or acomputer to provide driving assistance to safely overtake a vehicle. Theset of computer-executable instructions in an ECU may cause the machineand/or computer to perform the steps that comprise detection of thesecond vehicle 108 in front of the first vehicle 106. A first positionassociated with the first vehicle 106 and a second position associatedwith the detected second vehicle 108, may be determined. Suchdetermination may occur at a first time instance. It may be determinedwhether a lateral distance between the determined first position and thedetermined second position is below a first pre-defined thresholddistance 116. A first alert may be generated when the determined lateraldistance is below the first pre-defined threshold distance 116.

The present disclosure may be realized in hardware, or a combination ofhardware and software. The present disclosure may be realized in acentralized fashion, in at least one computer system, or in adistributed fashion, where different elements may be spread acrossseveral interconnected computer systems. A computer system or otherapparatus adapted for carrying out the methods described herein may besuited. A combination of hardware and software may be a general-purposecomputer system with a computer program that, when loaded and executed,may control the computer system such that it carries out the methodsdescribed herein. The present disclosure may be realized in hardwarethat comprises a portion of an integrated circuit that also performsother functions. It may be understood that, depending on the embodiment,some of the steps described above may be eliminated, while otheradditional steps may be added, and the sequence of steps may be changed.

The present disclosure may also be embedded in a computer programproduct, which comprises all the features that enable the implementationof the methods described herein, and which when loaded in a computersystem is able to carry out these methods. Computer program, in thepresent context, means any expression, in any language, code ornotation, of a set of instructions intended to cause a system with aninformation processing capability to perform a particular functioneither directly, or after either or both of the following: a) conversionto another language, code or notation; b) reproduction in a differentmaterial form.

While the present disclosure has been described with reference tocertain embodiments, it will be understood by those skilled in the artthat various changes may be made and equivalents may be substitutedwithout departing from the scope of the present disclosure. In addition,many modifications may be made to adapt a particular situation ormaterial to the teachings of the present disclosure without departingfrom its scope. Therefore, it is intended that the present disclosurenot be limited to the particular embodiment disclosed, but that thepresent disclosure will include all embodiments that fall within thescope of the appended claims.

What is claimed is:
 1. A driving assistance system, comprising: at leastone circuit in a first vehicle, wherein said at least one circuit isconfigured to: determine a first position associated with said firstvehicle and a second position associated with a second vehicle for afirst time instance, wherein said second vehicle is detected in front ofsaid first vehicle; dynamically update a first threshold distance basedon a speed of said first vehicle, wherein said updated first thresholddistance corresponds to a distance at which said first vehicle safelyovertakes said detected second vehicle; determine a lateral distancebetween said determined first position and said determined secondposition is over said updated first threshold distance; and control atleast one component of said first vehicle based on said determinationthat said lateral distance is over said updated first thresholddistance.
 2. The driving assistance system according to claim 1, whereinsaid first vehicle is a motor vehicle and said detected second vehicleis one of a bicycle, an electric personal assistive mobility device(EPAMD), a motorcycle, a vehicle propelled by human power, or othernon-motorized vehicle.
 3. The driving assistance system according toclaim 1, wherein said first time instance corresponds to a time instanceat which said first vehicle is predicted to pass said detected secondvehicle.
 4. The driving assistance system according to claim 1, whereinsaid at least one circuit is further configured to generate a noticebased on a relative speed that is above a threshold speed.
 5. Thedriving assistance system according to claim 1, wherein said at leastone circuit is further configured to determine: said first positionalong a first predictive path associated with said first vehicle, andsaid second position along a second predictive path associated with saiddetected second vehicle.
 6. The driving assistance system according toclaim 5, wherein said at least one circuit is further configured to:receive first sensor data corresponding to said first vehicle fordetermination of said first predictive path; and receive second sensordata corresponding to said detected second vehicle for determination ofsaid second predictive path.
 7. The driving assistance system accordingto claim 1, wherein a third position is associated with a third vehicleat a second time instance along a third predictive path associated withsaid third vehicle.
 8. The driving assistance system according to claim7, wherein said at least one circuit is further configured to determinea distance between said third position and said determined firstposition is above a second threshold distance.
 9. The driving assistancesystem according to claim 8, wherein said at least one circuit isfurther configured to generate an alert based on said distance betweensaid third position and said determined first position, and said alertindicates whether said first vehicle is able to pass said detectedsecond vehicle along a specific path.
 10. The driving assistance systemaccording to claim 9, wherein the first threshold distance is updatedbased on a relative speed between said first vehicle and said detectedsecond vehicle.
 11. The driving assistance system according to claim 10,wherein said first time instance is determined based on at least one ofsaid lateral distance, said first threshold distance, said relativespeed between said first vehicle and said detected second vehicle, athreshold speed, said distance between said third position and saiddetermined first position, or said second threshold distance.
 12. Thedriving assistance system according to claim 1, wherein said controlledat least one component is at least one of a powertrain controlcomponent, a steering component, a braking component, a sensingcomponent, or a body control component.
 13. The driving assistancesystem according to claim 1, wherein said at least one circuit isfurther configured to detect said second vehicle in front of said firstvehicle.
 14. A method, comprising: in a first vehicle: determining afirst position associated with said first vehicle and a second positionassociated with detected second vehicle for a specific time instance,wherein said second vehicle is detected in front of said first vehicle;detecting a geo-location of said first vehicle, wherein saidgeo-location of said first vehicle is detected in a jurisdiction;dynamically updating a threshold distance based on said geo-location ofsaid first vehicle, and a speed of said first vehicle, wherein saidupdated threshold distance corresponds to a distance at which said firstvehicle safely overtakes said detected second vehicle; determining alateral distance between said determined first position and saiddetermined second position is over said updated threshold distance; andcontrolling at least one component of said first vehicle based on saiddetermination that said lateral distance is over said updated thresholddistance.
 15. The driving assistance system according to claim 1,wherein the first threshold distance is updated based on a relativespeed between said first vehicle and said detected second vehicle. 16.The driving assistance system according to claim 15, wherein said atleast one circuit is further configured to determine said relative speedbetween said first vehicle and said detected second vehicle at saidfirst time instance is above a threshold speed.
 17. The method accordingto claim 14, further comprising detecting said second vehicle in frontof said first vehicle.